Carbureter.



N. c. STAMPS.

CARBURETER. APPLICATION FILED AUG. 1.19m.

Patented May 25, 1915.

W4 /0 Inventor? Jvailzazzzlel G Y witnesses; V

NATHANIEL C. STAMPS, 013 LOS. ANGELES, CALIFORNIA.

GARBURETER.

Specification of Letters Patent.

Patented May 25, 1915.

Application filed August 7, 1911. Serial No. 642,781.

To all whom it may; concern: 1

. Be it known that I, NATHANIEL C. STAMPS, a citizen of the United States, residing at Los Angeles, in the county of Los Angeles and State of California, have invented new anduseful Improvements in Carburetors, of which the following is a specification. V

This invention relates to improvements in carburetors and particularly such as are use.- ful in connection with automobile explosive engines.

It is an object of the invention to provide a carbureter for explosive engines in which the gasolene and air feed as well as the throttle mechanism are under a positive control for delivering proper quantities of the 1 materials composing the explosive mixture to the engine.

It is also an object of the invention to'provide a carbureter with a gasolene feed which may be set for low speed operations of the engine and to. provide an air. controlling inlet mechanism which when operated to deliver larger quantities of air to the throttle device of the engine, will also increase the gasolene supply to a proportionate extent.

It is also a further object of the invention to provide a carbureter with positively controlled gasolene and air feed mechanism and with means for adjusting each.

'In the accompanying drawing forming a part of this specification, Figure 1 is a vertical central sectional view through acarbureter constructed in accordance with the presentinvention, a small portion of the casing being shown in side elevation to illusfragmentary view of one trate the cooperative adjusting features oi.v

the device. I Fig. 2 vis a fragmentary sectional view taken upon the line 22 of. Fig.

1 and showing the air feedingmec'hanism and the throttle casing in elevation 1. 'Fig. 3 is a horizontal sectional view taken upon the line 33 of Fig. 1. Fig. l is a detail of the ball connections interposed between the throttle mechanism and the air controlling device;

The details of the invention will now be more specifically described reference being had to the drawing in which 10 indicates a,

casing having a passage-way 11 formed thrdugh the same, which is open at one end to the atmosphere While the other end leads into the mixing chamber of the device. The passage 11 is preferably considerably depressed at a point intermediate its length to form what may be termed a goose neck passage as at 12, a partition wall 11 projecting downwardly into the same from the top Wall of the bore 14 is formed with a valve seat 18 which is controlled by a valve 19. The valve 19 is preferably-a pin valve which engagi s an elongated bearing 20 in the partition wall 11, the upper end of said valve passing out through a plug 21 which closes an enlarged space 22 formed about the upper end of said pin valve. A spring 23 located in said space 22 bears against the said plug 21 at its upper end and at its lowcr end against a collar 24: secured to the said pin valve 19. The spring'23 thus tends to force the valve i its seat at the'upper end of the gasolene inlet or bore '1 U The extreme upper end of the pin valve 19 is threaded and engages an adjustably threaded. clamp 25 which is carried by a transverse bar 26. The milled head 27 is provided at the upper end of the pin valve 19 so that by turning the said valve it may be adjusted to different heights in the clamp 25. A set screw .28 is employed for tightening the clamp 25 after the said pin valve 19 has been adjustedf The outer end of the bar 26 is provided with an antii'riction roller 29 which movably engages parallel standards 30 rising from the casing 10 to one side of the valve 19. The bar 26 may thus rise and: fall between the said standards 30 and yet cannot swing about the axis of the valve 19.

The inner end of the bar 26 is provided with an anti-friction roller 31 which bears on an adjacent part carried by the-air controlling mechanism as will be hereinafter described, whereby the valve 19 controlling the inlet of gasolene or other hydro-carbon materials will be adjusted or raised and loW- ered in accordance. with the supply of air to the mechanism.

The construction of the goose neck is such that the, gasolene which is fed to the carbureting chamber formed by the goose neck through the bore 14: when the valve 19 is slightly raised will be taken up by the air d 2a wn through the said goose neck and carried therefrom through an opening 32. The said opening 32 is formed at the bottom of a depressed wall 33 of the casing 10, which forms the bottom of the air inlet and mixing chamber of the device. The surface of said depressedwall 33 is somewhat cup shaped converging toward the opening 32 so that any condensation of hydrocarbon vapors possibly collect therein will be directed back into the air afresh or run back into the inlet bore 14. In the event of the valve 19 being seated and the collecting of the gasolene in the bottom of the goose neck for any unusual cause'or reason, it may overflow through a pipe 34:, set at the upper end of a drain passage 35 which passes out through the stem 13. In this manner the clogging or flooding of the device is guarded against.

The float chamber 13 is formed in a casing 36 which forms a lower extension of the casing 10 and surrounds the stem l3.v A float 37 of any ordinary type is mounted in said float chamber surrounding the stem 13 and engages a forked lever 38 which is pivoted at 39 111 an extension frame upon said casing 36. An inlet valve 450 is movably mounted in said casing extension and is adapted to control a gasolene inlet 41. The valve may be of any ordinary type and the supply pipe for feeding the gasolene or other hydrocarbon materials is connected by a nipple 41-2 with the extension casing so as to admit the gasolene thereto under the control of the said valve 40. It will be evident that any suitable float controlled valve mechanism, may be employed for admittii'ig the gasolene to the float chamber.

ll'lountcd upon the casing 10 and over the cup shaped depressed wall 33 is a casing 43 having a series of ports 44 formed in its walls. There are preferably a plurality of such ports arranged at different points around the circumference of the casing so that the air entering the said casing will rush in toward the center from all sides. Movably mounted outside the casing 34is a controlling sleeve which is provided with a number of openings 46, the said openings eorres 'ionding in number and size to the ports ll. The structure is such that when the sleeve is moved in one direction the opening 46 may be brought into coincidence with the ports 44- fer admitting secpassage and either be taken up 1 47 by means of screws or rivets. 50 and at a point intermediate its length the said cam is bent upwardly in an inclined manner, the free end of said cam resting upon an adjusting screw 51 carried by thesaidufiange 47.

The incline of the cam 49 is such that as the sleeve 45 is turnedto introduce larger quantities of air as in speeding up the engine, the roller 31 which extends over the said cam so as to rest upon the same, will be correspondingly lifted so as to raise the valve 19 and increase the flow of gasolene or other hydro-carbon material into the carbureting chamber in the goose neck. The cam 19 is readily bent to give it exactly the right incline when the instrument is first made and adjusted, and any slight alterations necessary therein can thereafter be made by adjusting the screw 51. It will be seen that the carbureter thus has two adjustments. First the valve 19 is adjusted by turning the milled head 27 so as to feed the quantity of gasolene necessary for the lowest speed of the engine. The cam 49 is then adjusted for the high, speeds of the engine,

for until high speeds are to be employed it is not necessary to open the ports 44.

Mounted upon the upper edge of the easing 43 is an upper casing 52 which 1s recam 491s secured at one end to the flange duced at its upper end to form a passage 53 l to receive the usual throttle valve 54. The said throttle valve is preferably a circular plate carried by a transversely extending shaft having bearings at its ends in the walls of the casing The shaft also extends beyond the said bearings and one end has secured to it an operating lever 56 of usual construction, while the other end carries an arm 57 which is connectedby means of a link 58 with the arm 48 of the sleeve The connection of the said link 58 with the arm 57 and also the arm 48 approximately of the universal type, so that the said link 58 may accommodate itself to the various movements of the two parts which operate in different planes. Thus a stud 59 pro ects from the arms 48 a suitable distance and is provided with a ball bearing 60 upon its end, which engages a corre put in. place in the end of the link 58 so as to,v complete the bearing engaging the said ball 60. A cotter-pin 63 may then be placed the arm 57 the said link having a stud 64' projecting therefrom and made with aball upon the end thereof similar to the ball just described. The socket at the outer end.

of the link 58 is in all respects like the socket '61 at the other end thereof just described and a cotter pin is employed for holding the retaining plug in the end thereof. The mounting of the parts is thus such that the opening of the throttle valve is always coextensive withthe-openings of the secondary air inlets and the increase of the gasolene supply; Because of the radial position of the,arm 57 when the throttle is closed, the movement imparted to the sleeve 45 will be slow during the movement, and this correspondsexactly with the action of the throttle valve which at first opens the passage 53.

"When the arm 57 nears the end of its 1 stroke and approximates its lowest position it will impart a quicker movement to the sleeve 45 and open the air inlets more rapidly, thus corresponding with the more rapid opening of throttle.

the automobile operator or chauffeur.

The operation of'the device will be readily and fully understood from the above description. The lever 56 is connected by a rod or any other suitable means with any operating handle or device within easy reach pf n starting the engine the throttle is practically closed, there being room enough around the edge thereof for a sufficient amount of explosive material to pass to the engine, for starting the same and running it upon low speed. The valve 19 will also permit a like gasolene to pass into the goose or carbureting chamber. As soon as it is desired to increase the speed of the engine the lever 56 is pulled upon to slightly open the air passages, the same operation opening the throttle to a slight ex; tent and lifting the valve 19.

As the speed is tobe increased the lever quantity of neck passage 57 is moved farther and farther until the full capacity of the air openings, the throttle and the gasolene inlet passage 14 has been reached. J The device is thus positively operated for properly ,carbureting air for ex- I I plosi've engines and is not subject to the air mlet passage forming a carbureting chamber, and havmg troubles of carbureters which employ automatic air supplies controlled by the suction of the engine.

i What I claim is 1. A carbureter for. explosive engines, comprising a casing provided with a circuitous having a depending portion first part of its the passage 53 by the an aperture therein, a fuel feeding mechanism adapted to admit fuel through said aperture, a 'throttlemechanism, a secondary air feeding mechanism intermediate the inlet passage and the throttle mechanism, and

means forsimultaneously operating said fuel feeding mechanism and air feeding mechanism for delivering the materials composing ,the explosive mixture in the proper *quantities inproportion to the inflow of air ng havair inlet to the bottom of said mixing chamber, a gasolene supply arranged to enter the lower portion of said passage, a spring-controlled valve :regulating said supply, an exterior shutter arranged to control the passage of air through the opening in the walls of the mixing chamber, said shutter having a cam path thereon and means carried by the. needlevalve adapted to engage said cam path for causing the admission of gasolene in accordance with the infi'owf of air in the mixing chamber.

3. A carburetor mechanism comprising a casing having a primary air inlet passage, and a secondary air inlet passage, a gasolene pp y said primary inlet passage, the secondary inlet passage having cylindrical walls formed with a series of communicate with the atmosphere, and an apertured wall between it"an'd said primary air inlet passage, a sliding sleeve mounted outside said openings in thecylindrical wall and adapted tocontrol them,- connecting means between said sleeve and the throttle mechanism of the engine upon which the carbureter is placed, whereby said sleeve will be moved when the throttle is operated, an adjustable cam sleeve, a needle valve arranged to control the gasolene supply, means in vertical movement, and a roller carried thereby and adapted to engage'said cam spring, the structure being such, that when an auxiliary supply-"of. air is introduced through the secondary air inlet. passage, a corresponding additional quantity of gasolene willbe admitted into and held in-the primary air passage.

4. A carbureter, comprising a casing having a tion with the atmosphere, said casing also having a circuitous carbureting passage leading from a separate primary air inlet gasolene feed supply entering the lower portion of said passage, a valvein said supply,"

spring mounted on said mixing chamber in open communidaarranged for delivering gasolene into v.

openings adapted to i for guiding it a shutter for controlling the passage of air have hereunto subscribed my name this 31st ti) the mixing chamberiland means 0511 sagd day of J uly, 1911. s Hitter. cobperating Wit the va ve, W ere y the lLdITllE-SLOI'I of gasolene to the passage is NATHANIEL STAMPS 5 automatically proportioned to the inflow of Witnesses:

air to the mixing chamber. I a E. STADLMAN,

In Witness that claim the foregoing I' EARLE R. POLLARD. 

